My last pictures from my trip. Was going to Colorado to get some new ones,,,,but not now. They used these in Ottawa to clear the stuff from politicians.
Anyone Else Fascinated By Old Locomotives?
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LE BARON
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PRR T-1 Steam Locomotive
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Fed Ex Truck Becomes Hood Ornament
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LE BARON
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Two brand new 1,200 Н.Р., С-С locomotives are just beginning their long journey from the MLW-Worthington plant in east-end Montreal to the narrow gauge, White Pass and Yukon Route in Alaska and the Yukon. They have been delivered by the CN at the Moreau Street interchange and will travel to Vancouver on the CPR and then by barge or ship to Alaska. The 105 will be severely damaged in a roundhouse fire in Skagway five months later and finally scrapped in 1993. June 9th, 1969.
LE BARON
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In 1949, one of the Pittsburgh & West Virginia Railway’s formidable 2-6-6-4 articulated steam locomotives stood tall at Rook Yard in Pittsburgh, Pennsylvania—a sight that surely left an impression. These massive machines, built for raw power and efficiency, were designed to tackle the demanding grades and heavy coal drags that defined operations in the hilly terrain of Appalachia. The 2-6-6-4 configuration featured two sets of driving wheels under a single boiler, allowing these locomotives to flex and navigate tight curves while maintaining impressive tractive effort.
Lebaron,,,great pictures. Hope you have some more, but you should ration them. Maybe one a week and keep us in anticipation. Thanks.
LE BARON
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The GG1 electric locomotive was a groundbreaking design in American railroading, known especially for its articulated running gear that gave it excellent tracking ability compared to earlier models like the R1. Built for fast, heavy passenger service, the GG1 was a versatile powerhouse capable of handling both passenger and freight duties with remarkable efficiency. Its sleek, streamlined appearance and robust engineering made it an icon of industrial design in the 20th century. The class served railroads for nearly five decades, demonstrating durability and performance that set a high standard. One notable example, PRR 4801, rolled fresh from General Electric’s Erie, Pennsylvania plant in May 1935, ready to begin its long and storied career.
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JUST TWO FOR TONIGHT GUYS
The “Reuben Wells” was one of the most remarkable locomotives in early American railroading. Built for the Jeffersonville, Madison & Indianapolis Railroad, it was designed to conquer the legendary Madison Hill in Indiana—home to the steepest mainline grade in the United States ever operated purely by adhesion, at 5.89 percent. Before the “Reuben Wells,” the incline had relied on horses and even a short-lived rack system. Reuben Wells, the railroad’s master mechanic, solved the problem by designing a five-coupled tank locomotive—at the time, the most powerful engine in the world. With all five axles powered and 44-inch drivers, the locomotive could generate over 25,000 pounds of tractive effort, enough to push heavy trains up the daunting grade. Its distinctive cylindrical side tanks and compact design made it instantly recognizable. A sister engine, the “M.G. Bright,” soon followed. The “Reuben Wells” was rebuilt into an 0-8-0T in 1886 and served faithfully until its retirement in 1898. Today, it stands proudly on display at the Children’s Museum of Indianapolis, a symbol of early American engineering ingenuity and the determination that helped tame one of the nation’s toughest railroad grades.
The “Reuben Wells” was one of the most remarkable locomotives in early American railroading. Built for the Jeffersonville, Madison & Indianapolis Railroad, it was designed to conquer the legendary Madison Hill in Indiana—home to the steepest mainline grade in the United States ever operated purely by adhesion, at 5.89 percent. Before the “Reuben Wells,” the incline had relied on horses and even a short-lived rack system. Reuben Wells, the railroad’s master mechanic, solved the problem by designing a five-coupled tank locomotive—at the time, the most powerful engine in the world. With all five axles powered and 44-inch drivers, the locomotive could generate over 25,000 pounds of tractive effort, enough to push heavy trains up the daunting grade. Its distinctive cylindrical side tanks and compact design made it instantly recognizable. A sister engine, the “M.G. Bright,” soon followed. The “Reuben Wells” was rebuilt into an 0-8-0T in 1886 and served faithfully until its retirement in 1898. Today, it stands proudly on display at the Children’s Museum of Indianapolis, a symbol of early American engineering ingenuity and the determination that helped tame one of the nation’s toughest railroad grades.
LE BARON
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I know, I know, it's not on rails -- but is is on tracks!
This early 1900s steam-powered logging machine showcases the ingenuity and might of the Industrial Age. Designed to haul massive logs through dense forests and muddy terrain, these machines transformed the logging industry, replacing brute human and animal labor with mechanical efficiency. Steam engines provided consistent power, allowing loggers to tackle challenging landscapes and move timber that would have been impossible to transport manually. The exposed gears, pistons, and massive wheels reflect both the raw engineering of the era and the rugged conditions in which these machines operated. Beyond its practical function, the log hauler symbolizes a pivotal moment in industrial innovation, bridging traditional methods and mechanized progress, and leaving a lasting impact on forestry and timber production.
This early 1900s steam-powered logging machine showcases the ingenuity and might of the Industrial Age. Designed to haul massive logs through dense forests and muddy terrain, these machines transformed the logging industry, replacing brute human and animal labor with mechanical efficiency. Steam engines provided consistent power, allowing loggers to tackle challenging landscapes and move timber that would have been impossible to transport manually. The exposed gears, pistons, and massive wheels reflect both the raw engineering of the era and the rugged conditions in which these machines operated. Beyond its practical function, the log hauler symbolizes a pivotal moment in industrial innovation, bridging traditional methods and mechanized progress, and leaving a lasting impact on forestry and timber production.
LE BARON
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And now for a little math.
Estimating the power of steam locomotives involves a combination of calculation, comparison, and experience-based judgment. The process often begins with determining the “heating area equivalent,” where superheater surfaces are considered roughly twice as effective as tube surfaces, and firebox surfaces about three times as effective. This provides a measure of the locomotive’s effective boiler heating capacity. Grate area is also an important factor, and boiler pressure contributes to power approximately in proportion to its square root. Next, the locomotive is compared to similar engines in terms of heating surface, wheel arrangement, and era. Using reference locomotives, power is interpolated to estimate the current engine’s performance. Subjective adjustments are then applied for individual innovations such as feedwater heaters, special chimneys, or other design features that improve efficiency, as well as fuel type and quality. While the method is not strictly scientific, it often produces surprisingly accurate estimates, as shown by a recent calculation for the JGR Class 8620, where the estimated power closely matched recorded values. The approach also allows calculation of an “optimal speed,” the speed at which cylinder power matches boiler power, providing insight into whether a locomotive was designed for heavy loads at low speeds or moderate loads at higher speeds.
Estimating the power of steam locomotives involves a combination of calculation, comparison, and experience-based judgment. The process often begins with determining the “heating area equivalent,” where superheater surfaces are considered roughly twice as effective as tube surfaces, and firebox surfaces about three times as effective. This provides a measure of the locomotive’s effective boiler heating capacity. Grate area is also an important factor, and boiler pressure contributes to power approximately in proportion to its square root. Next, the locomotive is compared to similar engines in terms of heating surface, wheel arrangement, and era. Using reference locomotives, power is interpolated to estimate the current engine’s performance. Subjective adjustments are then applied for individual innovations such as feedwater heaters, special chimneys, or other design features that improve efficiency, as well as fuel type and quality. While the method is not strictly scientific, it often produces surprisingly accurate estimates, as shown by a recent calculation for the JGR Class 8620, where the estimated power closely matched recorded values. The approach also allows calculation of an “optimal speed,” the speed at which cylinder power matches boiler power, providing insight into whether a locomotive was designed for heavy loads at low speeds or moderate loads at higher speeds.
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LE BARON
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Couldn't help myself guys!
In 1962, the four-unit, 10,000 horsepower U25B demonstrator set 2501–2504 undertook an extensive tour across ten US railroads, covering over 51,000 miles. While today the U25B is often remembered as a market sensation, in 1962 its commercial success was still in its early stages. Only 70 U25B units had been delivered that year to five customers—Santa Fe, Pennsylvania, Southern Pacific, Union Pacific, and Wabash—with most orders being repeat business. The demonstrator set, led by 2501, the first low-nose U25B, played a crucial role in marketing and technical evaluation. Operations and dynamometer tests conducted during the tour generated data and studies shared with 20 railroads, helping to refine engineering and inform future design changes. Over the course of the year, U25B locomotives in service accumulated over 8 million unit-miles, providing valuable insights into performance and areas for improvement. Notably, a new cylinder assembly was developed and tested on the road during 1962, highlighting General Electric’s focus on continuous advancement. While competitors had yet to match the U25B’s performance, by 1963 they began to catch up, underscoring the locomotive’s influence in shaping modern diesel-electric standards. The photo and details come from GE corporate and sales archives.
In 1962, the four-unit, 10,000 horsepower U25B demonstrator set 2501–2504 undertook an extensive tour across ten US railroads, covering over 51,000 miles. While today the U25B is often remembered as a market sensation, in 1962 its commercial success was still in its early stages. Only 70 U25B units had been delivered that year to five customers—Santa Fe, Pennsylvania, Southern Pacific, Union Pacific, and Wabash—with most orders being repeat business. The demonstrator set, led by 2501, the first low-nose U25B, played a crucial role in marketing and technical evaluation. Operations and dynamometer tests conducted during the tour generated data and studies shared with 20 railroads, helping to refine engineering and inform future design changes. Over the course of the year, U25B locomotives in service accumulated over 8 million unit-miles, providing valuable insights into performance and areas for improvement. Notably, a new cylinder assembly was developed and tested on the road during 1962, highlighting General Electric’s focus on continuous advancement. While competitors had yet to match the U25B’s performance, by 1963 they began to catch up, underscoring the locomotive’s influence in shaping modern diesel-electric standards. The photo and details come from GE corporate and sales archives.
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In June 1915, New York, Ontario & Western Railway’s S Class 2-8-0 locomotive No. 154, nicknamed the “Dickson Hog,” posed at Cadosia, New York, embodying the rugged industriousness of late 19th-century railroading. Built in the 1890s by the Dickson Manufacturing Company, this Camelback-type engine featured a distinctive Wootten firebox, designed to burn anthracite coal—a staple of the region’s economy. The Camelback design placed the engineer in a central cab astride the boiler, while the fireman labored at the rear, a configuration that maximized combustion efficiency but drew safety concerns due to crew separation. By 1915, No. 154 was already “old and weary,” a workhorse on the NYO&W’s freight lines hauling coal and goods through upstate New York’s challenging terrain. The locomotive’s weathered appearance in this photo, scanned from an unnamed photographer’s copy negative, reflects years of service on a railway critical to the anthracite industry yet struggling to modernize amid early 20th-century competition. Though innovative for their time, Camelbacks like No. 154 were phased out by the 1920s, replaced by safer, standardized designs. Today, this image preserves a fleeting moment in rail history, capturing the grit of an era when steam power fueled America’s industrial rise—and the machines that bore the brunt of progress.
We don't need no stinking tracks !
What happened to one a week? Now I have to do some digging in the records .....love these posts . My Grandfather built Railway trestles back in the 1920's . Very cool stuff. Most have no clue how tough and resourceful these folks were . They connected the country from one coast to the other. Wow ......
LE BARON
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LE BARON
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At **Red Bluff, California**, circa **1937**, Southern Pacific **Mountain Class 4-8-2 #1847** heads north past the **Forward Brothers** retail lumber yard. The Mountain Class, known for its combination of speed and hauling power, was a common sight on SP’s main lines through Northern California, capable of handling both passenger and freight duties over the region’s challenging grades. In this scene, the locomotive’s massive driving wheels and elegant boiler dominate the streetscape, while the lumber yard serves as a reminder of the small-town industrial backdrop against which American steam operated. The photo captures a moment when steam ruled the rails and the rhythm of daily life was closely intertwined with the passing of powerful locomotives
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Big Boy #4014 Taking It Slow on the Huey P. Long Bridge in New Orleans
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The Eureka & Palidade #4 was purchased by Warner Brothers in 1940 and appeared in John Wayne’s final movie “The Shootist”
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